Composite sidewall and cargo body having same

ABSTRACT

A composite molded cargo body panel including a core, an interior skin secured to a first side of the core having a thickness, and exterior skin secured to a second side of the core, and a plurality of recesses. The plurality of recesses are dispersed along a first direction at intervals in the interior skin, with the core thickness at each of the plurality of recesses being reduced compared to a maximum core thickness, and each of the plurality of recesses defines a support surface. A pocket is formed in each of the plurality of recesses, with the core thickness at the pocket being less than the core thickness at each of the plurality of recesses. A plurality of logistics inserts are attached to the respective support surfaces of the plurality of recesses so that, at each of the plurality of recesses, the logistics insert extends across the pocket.

CROSS REFERENCE TO RELATED APPLICATIONS

The present patent application is a continuation of U.S. patentapplication Ser. No. 16/458,706, filed Jul. 1, 2019, now U.S. Pat. No.10,814,581, which claims priority to U.S. Provisional Patent ApplicationNo. 62/693,743 filed on Jul. 3, 2018, the entire contents of both ofwhich is hereby incorporated by reference.

BACKGROUND

The invention relates to cargo body construction, for example, forover-the-road trailers pulled by semi tractors. In particular, theinvention relates to trailer sidewall construction. Trailer sidewallsare often constructed from a number of panels joined together at joints(e.g., vertical post joints, lap joints, or splice plates).

SUMMARY

According to one aspect of the invention, a composite molded cargo bodypanel has an overall flat rectangular shape that spans a first directionand a second direction perpendicular to the first direction. Thecomposite molded cargo body panel includes a core, an interior skinsecured to a first side of the core, an exterior skin secured to asecond side of the core opposite the first side, a plurality of recessesdispersed along the first directions at intervals in the interior skin,a pocket formed in each of the plurality of recesses, and a plurality oflogistics profile inserts. The core has a thickness measuredperpendicular to the first and second directions. The interior skindefines an interior surface of the composite molded cargo body panel forfacing a cargo receiving volume of a cargo body constructed with thecomposite molded cargo body panel. The exterior is spaced from theinterior skin such that a spacing distance between the interior andexterior skins defines the core thickness. The core thickness at each ofthe plurality of recesses is reduced compared to a maximum corethickness, with each of the plurality of recesses defining a supportsurface. The core thickness at the pocket is less than the corethickness at each of the plurality of recesses. The plurality oflogistics inserts are attached to the respective support surfaces of theplurality of recesses so that, at each of the plurality of recesses, thelogistics profile insert extends across the pocket. The exterior skin iscontinuous, spanning the plurality of recesses in the first direction.

According to another aspect of the invention, a composite molded cargobody panel has an overall flat rectangular shape that spans a firstdirection and a second direction perpendicular to the first direction.The composite molded cargo body panel includes a core, an interior skinsecured to a first side of the core, an exterior skin secured to asecond side of the core opposite the first side, a plurality of recessesdispersed along the first directions at intervals in the interior skin,and a pocket formed in each of the plurality of recesses. The core has athickness measured perpendicular to the first and second directions. Theinterior skin defines an interior surface of the composite molded cargobody panel for facing a cargo receiving volume of a cargo bodyconstructed with the composite molded cargo body panel. The exterior isspaced from the interior skin such that a spacing distance between theinterior and exterior skins defines the core thickness. The corethickness at each of the plurality of recesses is reduced compared to amaximum core thickness. The core thickness at the pocket is zero.

According to yet another aspect of the invention, a composite moldedcargo body panel has an overall flat rectangular shape that spans afirst direction and a second direction perpendicular to the firstdirection. The composite molded cargo body panel includes a core, aninterior skin secured to a first side of the core, an exterior skinsecured to a second side of the core opposite the first side, and aplurality of recesses dispersed along the first directions at intervalsin the interior skin. The core has a thickness measured perpendicular tothe first and second directions. The interior skin defines an interiorsurface of the composite molded cargo body panel for facing a cargoreceiving volume of a cargo body constructed with the composite moldedcargo body panel. The exterior is spaced from the interior skin suchthat a spacing distance between the interior and exterior skins definesthe core thickness. The exterior skin is continuous throughout theentirety of the composite molded panel. A plurality of pockets aredispersed along the first direction at intervals in the interior skin,and the core thickness at each of the plurality of pockets is reduced tozero. The interior skin is absent at each of the plurality of pockets.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a trailer, including a plurality ofsidewalls having sidewall joints.

FIG. 2 is an alternate perspective view of the trailer of FIG. 1.

FIG. 3 is an inner side view of a composite sidewall panel for a cargobody according to a construction of the present invention.

FIG. 4 is an outer side view of the composite sidewall panel of FIG. 3.

FIG. 5 is an exploded assembly view of the composite sidewall panel ofFIG. 3.

FIG. 6 is an enlarged perspective view of the composite sidewall panelof FIG. 5 having a recess, prior to attachment of logistics inserts.

FIG. 7 is a perspective view of the composite sidewall panel of FIG. 5after attachment of logistics inserts.

FIG. 8 is a cross sectional view of the composite sidewall panel of FIG.5, along line 8-8, as shown in FIG. 7.

FIG. 9 is an exploded assembly view of a composite sidewall panelaccording to an alternate embodiment of the invention.

FIG. 10 is an enlarged perspective view of the composite sidewall panelof FIG. 10 having a recess, prior to attachment of logistics inserts.

FIG. 11 is a perspective view of the composite sidewall panel of FIG. 10after attachment of logistics inserts.

DETAILED DESCRIPTION

FIGS. 1 and 2 illustrate a trailer 1000 as disclosed in U.S. Pat. No.9,884,660 for over-the-road use with a truck to transport large cargovolumes. As shown, the trailer 1000 is a semi-trailer configured for usewith a road tractor (i.e., in forming a so-called 18-wheeler). Thetrailer 1000 includes a chassis having axles with multiple sets ofwheels. The trailer 1000 defines a length L in a longitudinal ortransport direction, defining a first direction 8, and the length L maybe 53 feet. Perpendicular to the longitudinal direction, the trailer1000 defines a width W, defining a second direction 9, and a height H,defining a third direction 10. The width W cooperates with the length Lto define a plan view footprint of the trailer 1000, while the height His measured perpendicular to the footprint (i.e., perpendicular to theground). Subtracting for wall thicknesses, the length L, the width W,and the height H cooperate to define a cargo receiving interior volumeof the trailer 1000. The trailer 1000 includes a plurality of sidewalls12, including two primary lengthwise sidewalls 12 and a sidewall 12facing the leading direction and spanning between the two primarylengthwise sidewalls 12. All of the sidewalls 12 extend between a roof13 of the trailer 1000 and a floor 14 of the trailer 1000. As discussedin further detail below, the sidewalls 12 can be constructed of pairs ofpanels 15, 16 joined together by joints extending parallel to thedirection of the trailer height H between the roof 13 and the floor 14.Top rails 22 and bottom rails 24 are provided to flank and secure theupper and lower edges of each of the sidewall panels 15, 16. At the rearof the trailer 1000 as shown in FIG. 2, at least one door panel 18 isprovided to selectively open for accessing the interior cargo volume forloading and unloading.

FIGS. 3-8 illustrate a composite sidewall 100 for a cargo body. Forexample, the sidewall 100 may be used in constructing an over-the-roadsemi-trailer like that of FIGS. 1 and 2. In particular, the constructionof the sidewall 100 may be applied to the two longitudinal sidewallsthat span the length of the trailer in the travel direction. Moreparticularly, FIGS. 3-8 disclose a curbside sidewall for such asemi-trailer. However, it will be understood that an opposite sidewallof the semi-trailer, though not shown, can be constructed of similarcomponents according to similar methods, and the opposite sidewall maybe, for example, a mirror image of the illustrated curbside sidewall.Aspects of the invention are not necessarily limited to semi-trailerslike that of FIGS. 1 and 2, and other trailer and cargo bodyconfigurations are understood as optional.

The sidewall 100 is manufactured (e.g., molded) as a single panel tospan the length of the cargo body. The sidewall 100 has a compositeconstruction including a core sheet, or simply, core 104, and respectiveinterior and exterior skins 108, 112. The interior skin 108 is securedto a first side 116 of the core 104 facing the cargo receiving volume ofthe trailer, and the exterior skin 112 is secured to a second side 120of the core 104 opposite the first side 116 and facing the exterior ofthe trailer. The skins 108, 112 conform to the core 104, includingcertain irregularities or offsets as described below. Each of theinterior and exterior skins 108, 112 can have a thickness perpendicularto a sheet plane that is not less than 0.008 inch and not more than0.100 inch in some constructions (e.g., 0.050 inch). The interior andexterior skins 108, 112 can be steel, aluminum, or composite material(e.g., reinforced plastic such as fiberglass-reinforced plastic, orplastic reinforced with carbon fiber or other structural strand and/orfabric). In some constructions, the length of the single-panel sidewallis 624 inches or 52 feet. One or both of the skins 108, 112 can becontinuous, as a single piece, to span the entire panel length.

FIGS. 5-8 illustrate that the interior surface of the sidewall 100 caninclude a plurality of recesses 124 at regular intervals along the firstdirection 8 (e.g., 24 inches or 2 feet on-center spacing) to accommodatea plurality of logistics inserts 126 (see FIG. 7). The recesses 124 canbe elongated in the sidewall height direction and may extend fully froma top edge 128 to a bottom edge 132, although the recesses 124 mayalternately extend over less than the entire height. With reference toFIG. 6, the recesses 124 can each include a bottom face 136 and twotransition faces 140 positioned on alternate sides of the bottom face136. The transition faces 140 connect the bottom face 136 to theremainder of the interior surface of the sidewall 100, the bottom face136 being offset relative to the remainder of the interior surface. Eachof the transition faces 140 can extend at an angle relative to thebottom face 136 that is greater than 90 degrees. Alternatively, theangle between the transition face 140 and the bottom face 136 may beequal to or less than 90 degrees. The logistics insert 126 is positionedagainst the bottom face 136 of the recess 124 as shown in FIG. 7, suchthat the bottom face 136 acts as a supporting surface for the logisticsinsert 126. The logistics insert 126 may be in direct or indirectcontact with the bottom face 136.

Spaced along each recess 124 in the third direction 10 are a pluralityof sub-recesses or pockets 144. The pockets 144 can be positioned alonga center, or middle, of each of the bottom faces of the recesses 124, asmeasured along the first direction 8 of the sidewall 100, at regularlengthwise intervals along third direction 10 (e.g., 6 inches on-centerspacing). Alternatively, the pockets 144 may be positioned at analternate position on the bottom face 136 of the recess 124 and may beprovided in more than one row. The pockets 144 can provide clearance forfittings and hardware attached to the logistics insert 126 during use ofthe assembled cargo body. In the illustrated construction, the pockets144 do not support the logistics insert 126. In other words, thelogistics insert 126 does not extend into the pocket(s) 144.Alternatively, a portion of the logistics insert 126 may extend into thepocket(s) 144 so that the pockets 144 provide support for the logisticsinsert 126.

In some embodiments, the pockets 144 can be oval in shape. In otherembodiments, the pockets 144 may be square in shape, rectangular inshape, or the like. The pockets 144 can be formed by through holes inthe interior skin 108 and corresponding pockets recessed into the core104, such that a hole is formed in the interior skin 108 at each of thepockets 144. Alternately, the interior skin 108 may be recessed into oneor more of the core pockets, rather than being punched or otherwiseapertured, such that the interior skin 108 is continuous through thepocket(s) 144 and forms an interior-facing surface thereof.

With renewed reference to FIG. 7, the logistics insert 126 is a flatplate having a length that extends along the third direction 10 of therecess 124. The logistics insert 126 includes a plurality of apertures148 spaced along the length of the logistics insert 126 such that theapertures 148 are positioned over the pockets 144 when the logisticsinsert 126 is positioned in the recess 124 (e.g., edges of the logisticsinsert apertures 148 match up with edges of the core 104 formed by thepocket 144). The logistics insert 126 can have a thickness that is thesame as the offset amount between the bottom face 136 and the remainderof the interior surface such that an interior surface of the logisticsinsert 126 is planar with the remainder of the interior surface of thepanel. Alternatively, the thickness of the logistics insert 126 may beless than or greater than the offset amount between the bottom face 136and the remainder of the interior surface of the panel. Although FIG. 7illustrates that the logistics inserts 124 can be secured exclusively bybonding into the respective recesses 116, alternatively or additionallythe logistics inserts 126 can be secured with fasteners, such as screwsor rivets (e.g., arranged in rows).

Referring to FIG. 8, the core 104 can define a thickness (e.g., maximumthickness 152) that is present throughout some but not all portions ofthe sidewall 100. Core thickness at any location is measured between theinterior and exterior core surfaces that receive the interior andexterior skins 108, 112. In other words, core thickness is measured inthe second direction 9 perpendicular to the principal parallel planardirections, or the first direction 8 and the third direction 10, of theinterior and exterior skins 108, 112. At locations in which the interiorand/or the exterior skins 108, 112 are removed from the core 104, corethickness is measured between the first side 116 of the core 104 and thesecond side 120 of the core 8. In some constructions, the core thicknessthroughout a majority of the sidewall 100 defines a maximum thickness152 of the core 104. However, the description below refers to designatedthickness-reduced portions of the core 104 (i.e., reduced core thickness153A at the recesses 124, and reduced core thickness 153B at the pockets144). In some constructions, the maximum core thickness 152 can be 0.200inch or greater, more particularly 0.400 inch or greater, up to 1.5inches, or more. For example, the maximum core thickness 152 can beabout ½ inch (i.e., 0.500 inch+/−⅛ inch). The maximum core thickness 152can be 0.625 inch. The recesses 124 can be recessed or offset about0.125 inch or less (e.g., 0.080 inch) from a plane 154 defined by theunrecessed parts of the interior skin 108. All the recesses 124 can berecessed the same in depth, or the depths of individual recesses 124 maydiffer. The pockets 144 can be recessed or offset about 0.437 inch fromthe plane 154. This may leave a core thickness of less than 0.100 inchat the pocket locations (e.g., 0.087 inch). In other constructions, thecore thickness is reduced to zero at the pocket locations, representingdiscontinuities or apertures in the core 104.

The core 104 can be constructed of any one or more of a number ofmaterials including, but not limited to, metal (e.g., carbon steel, mildsteel, stainless steel, galvanized steel, or aluminum), wood, plastic(e.g., extruded polyethylene (PE), foam such as polymer foam (e.g.,plastic, PE-based foam, blow molded, thermoset, etc.), paper, ceramic.The core structure can be flat or plate-like, formed as a honeycombstructure, or a profiled sheet with interspersed peaks and valleys. Assuch, the core 104 may have a consistent material cross-section withuniform density, either solid or including void spaces, or alternately avariable cross-section construction. The core 104 can span the entiresidewall length (and height), although the thickness of the core 104 mayvary throughout as discussed further herein.

In addition to the portions of the core 104 that are thickness-reducedat the recesses 124 (and further at the pockets 144), additionalthickness reductions 155 may be present as shown throughout FIG. 5. Thethickness reductions 155 can include a full lengthwise reduction,creating an offset or recess on the exterior side for receiving an upperor top rail 156 of the cargo body. The core thickness at the thicknessreductions 155 can be reduced to about 0.125 inch. The exterior skin 112conforms to the core 104 so as to follow the offset of the core 8created by the thickness reduction 155 for the top rail 156. In analternate construction, there may be an offset or recess formed for thetop rail on the interior side of the core 104, rather than the exteriorside. Thickness reductions 155 in the core 104 can also be provided atone of the lengthwise ends and along a lengthwise-extending bottom edge132 to accommodate outer assembly plating 157 as shown in FIG. 5.Likewise, core thickness reductions along an opposite one of thelengthwise ends and along a lengthwise-extending top edge 128 areprovided to accommodate inner assembly plating 160, also shown in FIG.5. Plates can be provided in quantities exceeding one (e.g., twenty-fiveof the assembly plates, and five of the assembly plates). Inconstructions where the cargo body upper and lower rails are secured tothe panel of the sidewall 100 with fasteners that extend through thecore 104 and/or skins 108, 112, the assembly plating 157, 160 providesenhanced fastener retention. Any or all of the thickness reductions 155in the core 104 can be manufactured by machining (e.g., CNC) to removecore material. In some cases, the core 104 may begin production as asheet of uniform thickness. The core 104 can be processed by routing,milling, etc. into the configuration of FIGS. 3 and 4.

The manufacturing process for constructing the sidewall 100 can includeseparately manufacturing the plates 157, 160, the core 104, the interiorskin 108, and the exterior skin 112, although it is noted that thesecomponents may optionally be provided in a pre-production shape, whichis not their final shape, when brought together for assembly. Theexterior skin 112 is first laid down on its exterior side on a table orplaten. The plates 157 of the outer assembly plating are then placedonto the interior side of the exterior skin 108. The core 104 is thenlaid onto the exterior skin 112 and the plates 157, with the plates 157being received into core recesses so that the exterior surface of thecore 104 lies against the interior side of the exterior skin 112. Theplates 160 of the inner assembly plating are then placed onto the core104, and in particular placed into core recesses on the interior side ofthe core 104. Thus, the plates 157, 160 can be flush with the interiorside of the core 104 for receiving the interior skin 108, which is thenlaid onto the interior side of the core 104. As noted above, this caninclude laying one continuous interior skin 108 across the entire core104, from end to end and side to side, including the recesses 124.Alternately, this step can include laying multiple, independent sectionsof the interior skin 108. Once all the components are assembled togetheras stated above, the panel 100 can be molded (e.g., vacuum molded) intoa single piece. The molding may include shaping of the skin(s) 108, 112to conform to the core 104 in addition to bonding with the core 104. Insome cases the core 104 may also be subjected to shaping during themolding. In some aspects (e.g., where the skins 108, 112 are metal),molding may refer to stamping of the panel components (e.g., from a flatstarting configuration to a non-flat final configuration). Although itis possible in some constructions to also include the logistics inserts126 in the assembly of the panel prior to molding, the logistics inserts126 may be placed into the recesses 124 and attached after molding ofthe panel 100 is completed. Alternatively, the logistics insert 126 maybe used to mold, press, or otherwise shape the recesses 124 into thepanel. For example, the core 104, the interior skin 108, and theexterior skin 112 may be assembled prior to heating the core 104. Oncethe core 104 is heated, the logistics inserts 126 may be pressed intothe core 104, forming the recesses 124 and the pockets 144 in the core104 and the interior skin 108. Additionally, the interior skin 108 andthe exterior skin 112 may be assembled onto the core 104 at the sametime in which the core 104 is pressed to form the recesses 124. Thelogistics inserts 126 can be attached with or without mechanicalfasteners (e.g., screws, rivets). For example, the logistics inserts 126can be bonded into the recesses 124 (e.g., with adhesive). If bonded inplace, the logistics inserts 124 may optionally also be attached withmechanical fasteners. Once the sidewall 100 is completely assembled, itis joined with additional walls, a floor, and a roof to construct acargo body or cargo box, e.g., a trailer having the general shape andfeatures of the trailer 1000 of FIGS. 1 and 2. Additional components ofthe cargo body, such as the upper and lower rails of each sidewall 100can be assembled at the time of final cargo body construction oralternately assembled with their respective sidewalls 100 prior to finalcargo body construction. Similar to the attachment of the logisticsinserts 126, the upper and lower rails can be bonded and/or attachedwith mechanical fasteners.

The core thickness 153B at the pocket 144 is significantly reduced whencompared with the core thickness of the recess 124. In the illustratedembodiment, the core thickness 153A at the recess 124 is less than 85%of the maximum core thickness 152, whereas the core thickness 153B atthe pocket 144 is less than 15% of the maximum core thickness 152. Inother embodiments, the core thickness 153B at the pocket 144 may beabsent, or greater than 15% of the maximum core thickness 152. Thepocket 144 defines a surface that is oval in shape. In other words, thecross sectional view of the pocket 144 depicts a half oval, such thatthe pocket 144 does not include any edges, but rather a curved profile.In other embodiments, the pocket 144 may include a cross sectional shapethat is different than an oval.

FIGS. 9-11 illustrate an alternate sidewall 200 according to anotherembodiment of the invention. The sidewall 200 includes a core 204 withan interior skin 208 secured to a first side 216 of the core 204 and anexterior skin 212 secured to a second side 220 of the core 204. As shownin FIG. 9, recesses 224 similar to the recesses 124 of FIG. 3 are formedin the sidewall 200. The recesses 224 of FIG. 9 differ from the recesses124 of FIG. 3 in that pockets 244 disposed in the recesses 224 have acore thickness of zero and extend along the entirety of each recess 224.In other words, the pockets 244 form gaps in the core 204 such that thecore 204 includes separate core segments 204A, 204B separated by thepockets 244. Intermediate core segments 204A and those core segments204A that are disposed between two pockets 244, and can include arecessed first edge 268 and a recessed second edge 272, the recessedfirst edge 268 being on an opposing side to the recessed second edge 272along direction 8. When the core segment 204A is assembled within thesidewall 200, the recessed first and second edge 268, 272 of adjacentcore segments are disposed on opposite sides of a mutually definedpocket 244. End core segments 204B can differ from the intermediate coresegments 204A in that the end core segments 204B may include solely onerecessed edge. Alternatively, the end core segments 204B may beidentical to the intermediate core segments. In addition, the end coresegments 204B may include additional recessions to accommodate assemblyplating.

Similar to the core 204, the interior skin 208 does not extend into thepocket 244, meaning the interior skin 208 also includes gaps, formingseparate interior skin segments 208A, 208B. The interior skin segments208A, 208B conform to the core 204, such that intermediate interior skinsegments 208A also include a recessed first edge 288 and a recessedsecond edge 292. End interior skin segments 208B may include solely onerecessed edge, although the end interior skin segments 208B may beidentical to the intermediate interior skin segments 208A. In someembodiments, the interior skin segment 208A, 208B may be shorter thanthe core segment 204A, 204B, such that the interior skin segment 208A,208B ends prior to the core segment 204A, 204B ending. Alternatively,the interior skin segment 280 and the core segment 260 may be the samelength.

Thickness reductions 300 in the core segments 204A, 204B can also beprovided at one of the lengthwise ends and along a lengthwise-extendingbottom edge 301 to accommodate outer assembly plating, as shown in FIGS.9 and 10. Likewise, core thickness reductions 300 along an opposite oneof the lengthwise ends and along a lengthwise-extending top edge 302 areprovided to accommodate inner assembly plating 308, 312, also shown inFIG. 9. Plates may be provided in quantities similar to the quantity ofinterior skin segments 280. In other words, a bottom plate 308 and a topplate 312 may be provided for each core segment 260. In additionalembodiments, the sidewall 200 may include any number of plates. The corereductions along the top edge 302 and bottom edge 301 are spaced apartfrom the pocket 244, with an increased core thickness being disposedbetween the core reduction the plates 308, 312 is separated from thepocket 244, preventing the plate 308, 312 from coming into contact witha logistics insert 226. The interior skin segments 280 may be flush withthe plates 308, 312 such that the core 204 is not recessed at the plates308, 312, although, in additional embodiments, the plates 308, 312 mayinclude additional recessed, or displaced sections to accommodate forthe plates 308, 312. In constructions where the cargo body upper andlower rails are secured to the panel of the sidewall with fasteners thatextend through the core 204 and/or skins 208, 212, the plates 308, 312provide enhanced fastener retention.

FIG. 11 further illustrates an alternate style of logistics insert 226to that of the logistics insert 126 shown in the embodiment of FIG. 7.Such logistics inserts 226 can be commercially available from AncraInternational. The logistics insert 226 has a non-flat extrusionprofile, including a central track 316, along which there are providedrounded (e.g., semi-circular) widenings 320 at regular intervals. Thelogistics insert 226 includes a central portion 324 and wings or flanges328, which are recessed into the sidewall 100. An alternate style oflogistics insert (not shown) that can be used at some or all of thelocations of the logistics inserts 226 shown in the preceding figuresmay include a non-flat extrusion profile, with a central portion and twoperipheral wings or flanges, with parallel tracks defined therebetween.The central portion can include a row of apertures for logisticsfittings. Although the flanges are recessed into the sidewall recesses224, the central portion may be further recessed, and may even berecessed a majority of the way, or entirely, through the core 204 to theexterior skin 212. Interior surfaces of the logistics insert can beflush with the interior surface of the interior skin 208.

The logistics insert 226 is configured to fit within the recess 224 suchthat, when the logistics insert 226 is fitted within the recess 224, therecessed first edge 288 and the recessed second edge 292 of the interiorskin segments 260 form a surface which supports the logistics insert226, particularly wings or flanges 328 of the logistics insert 226.Alternatively or additionally, a surface of the core 204 may act as asurface which supports the logistics insert 226. A portion of thelogistics insert 226 may be disposed within the pocket 244, with theexterior skin 212 forming a barrier between the logistics insert 226 andthe exterior of the panel 200. In the depicted embodiment, the centralportion 324 and the central track 320 are disposed within the pocket244. In some embodiments, the logistics insert 226 may be in contactwith the exterior skin 212. Alternatively, the logistics insert 226 maybe spaced apart from the exterior skin 212.

The embodiments described above and illustrated in the figures arepresented by way of example only and are not intended as a limitationupon the concepts and principles of the present invention. As such, itwill be appreciated by one having ordinary skill in the art that variouschanges in the elements and their configuration and arrangement arepossible without departing from the spirit and scope of the presentinvention as set forth in the appended claims. Various features of theinvention are set forth in the following claims.

What is claimed is:
 1. A composite molded cargo body panel, thecomposite molded cargo body panel having an overall flat rectangularshape that spans a first direction and a second direction perpendicularto the first direction, the composite molded cargo body panelcomprising: a core having a thickness measured perpendicular to thefirst and second directions; an interior skin secured to a first side ofthe core, the interior skin defining an interior surface of thecomposite molded cargo body panel for facing a cargo receiving volume ofa cargo body constructed with the composite molded cargo body panel; anexterior skin secured to a second side of the core opposite the firstside such that a spacing distance between the interior and exteriorskins defines the core thickness; a plurality of recesses dispersedalong the first direction at intervals in the interior skin, wherein thecore thickness at each of the plurality of recesses is a reduced corethickness compared to a maximum core thickness, and wherein each of theplurality of recesses defines a pair of spaced-apart support surfaces; apocket formed in each of the plurality of recesses between the pair ofsupport surfaces, the pocket formed at least partially through the core,without extending into or through the exterior skin, wherein the corethickness at the pocket is less than the reduced core thickness; and aplurality of logistics profile inserts attached to the respectivesupport surfaces of the plurality of recesses so that, at each of theplurality of recesses, a portion of the corresponding logistics insertincluding a track elongated along the second direction is receivedwithin the pocket.
 2. The composite molded cargo body panel of claim 1,wherein, at each of the plurality of recesses, the portion of thecorresponding logistics profile insert is supported directly by thecore.
 3. The composite molded cargo body panel of claim 1, wherein theinterior skin comprises a plurality of separate interior skin segments.4. The composite molded cargo body panel of claim 3, wherein each of theplurality of recesses is formed by two adjacent ones of the plurality ofseparate interior skin segments, and wherein adjacent edges of the twoadjacent interior skin segments are spaced apart across thecorresponding pocket.
 5. The composite molded cargo body panel of claim1, wherein the pocket in each respective one of the plurality ofrecesses extends along the entirety of that recess in the seconddirection.
 6. The composite molded cargo body panel of claim 1, whereinthe portion of each logistics profile insert including the track is acentral portion along the first direction.
 7. The composite molded cargobody panel of claim 1, wherein, at each of the plurality of recesses,the core thickness is zero at the pocket such that the core is dividedinto separate segments.
 8. The composite molded cargo body panel ofclaim 7, wherein, at each of the plurality of recesses, the portion ofthe logistics profile insert including the elongated track extends tothe exterior skin.
 9. The composite molded cargo body panel of claim 1,wherein the exterior skin is continuous throughout the entirety of thecomposite molded cargo body panel.
 10. The composite molded cargo bodypanel of claim 1, wherein the reduced core thickness at each of theplurality of recesses is less than 85 percent of the maximum corethickness, and the core thickness at each corresponding one of thepockets is less than 15 percent of the maximum core thickness.
 11. Acomposite molded cargo body panel, the composite molded cargo body panelhaving an overall flat rectangular shape that spans a first directionand a second direction perpendicular to the first direction, thecomposite molded cargo body panel comprising: a core having a thicknessmeasured perpendicular to the first and second directions; an interiorskin secured to a first side of the core, the interior skin defining aninterior surface of the composite molded cargo body panel for facing acargo receiving volume of a cargo body constructed with the compositemolded cargo body panel; an exterior skin secured to a second side ofthe core opposite the first side such that a spacing distance betweenthe interior and exterior skins defines the core thickness; a pluralityof recesses dispersed along the first direction at intervals in theinterior skin, wherein the core thickness at each of the plurality ofrecesses is a reduced core thickness compared to a maximum corethickness; a pocket formed in each of the plurality of recesses, thepocket formed at least partially through the core, without extendinginto or through the exterior skin; and a plurality of logistics profileinserts at least partially received in the respective plurality ofrecesses so that, at each of the plurality of recesses, a pair offlanges of the corresponding logistics profile insert that extendparallel to the first direction are positioned in the recess, and acentral portion of the corresponding logistics profile insert extendsfrom the pair of flanges further toward the exterior skin.
 12. Thecomposite molded cargo body panel of claim 11, wherein, at each of theplurality of recesses, the central portion of the correspondinglogistics profile insert is supported directly by the core.
 13. Thecomposite molded cargo body panel of claim 11, wherein the interior skincomprises a plurality of interior skin segments.
 14. The compositemolded cargo body panel of claim 13, wherein each of the plurality ofrecesses is formed by two adjacent ones of the plurality of separateinterior skin segments, and wherein adjacent edges of the two adjacentinterior skin segments are spaced apart across the corresponding pocket.15. The composite molded cargo body panel of claim 11, wherein, at eachof the plurality of recesses, the core thickness is zero at the pocketsuch that the core is divided into separate segments.
 16. The compositemolded cargo body panel of claim 15, wherein, at each of the pluralityof recesses, the central portion of the logistics profile insert extendsto the exterior skin.
 17. The composite molded cargo body panel of claim11, wherein each of the plurality of logistics profile inserts includesin its central portion a track elongated along the second direction. 18.The composite molded cargo body panel of claim 11, wherein the pocket ineach respective one of the plurality of recesses extends along theentirety of that recess in the second direction.
 19. The compositemolded cargo body panel of claim 11, wherein the exterior skin iscontinuous throughout the entirety of the composite molded cargo bodypanel.
 20. The composite molded cargo body panel of claim 11, whereinthe reduced core thickness at each of the plurality of recesses is lessthan 85 percent of the maximum core thickness, and the core thickness ateach corresponding one of the pockets is less than 15 percent of themaximum core thickness.